Roof for railway-cars.



1,244,087. Patentedflct. 23,1917 I 1 V 3 $HEETS-$HEET Ir w. L. HAVENS & c. N; SWANSONP noor FOR RAILWAY CARS.

APPLICATION FILED IANIM 915- W.'" L...$H AVENS& C. N. SWANSON. ROOT-EUR RAILWAY CARS. APPLICATION FILIEU JAN.4| I916. 1,244,087. Patented Oct. 23,1917.

3SHEETS-SHEET 2.

W. L. HAVENS & C. N. SWANSON.

ROOF FOR RAILWAY CARS. APPUCATION FILEDIANJ. 191s.

Patented Oct. 23, 1917.

3 SHEETS-SHEET 3.

j 15 put into place, an

d the some time afl'ordin for the car contents; 1: 1e construction he- WILLIAM B. nnvnns AND ormnnns n. swnnso'n, or 'rornxn,

noon Eon. RAILWAY-cans.

Specification of Letters Patent. Pahuted Oct. 23, 1917.

Application filed Jenner? 4, me. Serial No. 70,147.

hnvn invented certain new and useful 'Iniprovement's-in Roofs for Railway-Cars, of

which the .followin is n description, referent-e being had to the nccompuuyin drawhigh, whio 1 form a part of our specihcution.

Our invention relates to roofs more espe- "cia'lly intended for freight cars; and has 1 Fig.

for its object the provisionof o sectional car-roof which moi be readily npplimlor ut the some time-provide a weatherproof construction.

Another ohject of our invcntion'is to provide a flexible car-roof, the component sections, whereof, when assembled, arena- 2? pubic. ofnnrestricted movement with respect to each other, withont, however; impairing the weatherproof qualities of the roof and without causing undue wear on any oiithe sections and especially ut the '26 seems between the respective sections.

A further obiect of. our invention is to provide n car-roof composed of sections yieldingly secured together so as to obviate any poibility of vvarpin buckling oi 80 other distortion ofthe r00 or anyof its sections through the vibratory wrenching outwisting movements of the car-frame or shout-hing.

- i A. further object of our invention is to 85 provide it car-roof composed of sections adapted to be readily secured together and put into place, andwhich will combine the" -udvnntages of minimum cost of manufacture,- application and maintenance, while at perfect protection ingsuch as to permit theroofto he readil removed and applied to {mother can orv remplied to the snmecar without in :iny way *5 damaging the roof.

Still another object of our invention is to provide a metal roof wherein the necessity for soldered scams .will be entirely elimi- .nated and the necessity for using sheet rubher, turpa er,-or other mntevmls of like 7 nature, in orming or covering any of thasenmsor'joints' will also be obviate-i The above enumerated advantages. and others-inherent" in the constrition will he nrorereudilyiooniprehendad from-the fol-- invention. as disclosed in the drawings,-the

lowing detailed description of the occoniw, panying drawings, wherein:---

Figure l illustratesfin perspective, the opplicution of our invention to the roof of n freight can, the upper portion of the, car only being shown; portionsof the runningboard and portions of the roof-sections beingfflmwn broken away.

ig. 2 is a cross sectional view taken on e the line 22 of Fig'. 1, looking in the direc- 66 tion of the arrows.

3 is n frngmentnl sectional detail view taken onthe line 3-3'of Fig. 1 looking in the direction of the-arrows,

Fig. 4 is a. similar view taken on the line 4--'l of Fig. 1 looking in the direction of the arrows. i I

Fig. 5 is a longitudinal sectional view takcn'ion the line5-5 of Fig. 2 looking in the direction of'the arrows;

F ii 6 is a detail )erspective view of the rnnning-lmard end flushing.

Fig. 7 is a perspective'vl'ewof a portion or one-end. of our improved ridge cap.

Fig. 8 is u similar view of a, portion or one end nfgnn cave-flashing.

Fig. 9 is a detail perspective viewio f a.- running-honrd roof-section, portionsof the side edges being-brokenaway in order to more clearly illustrate its constructipn.

Fig. '10 is a. detail perspective view of nmnin roof-section;

- Fig. ll'is n; detail perspective view of u main roof holding clip.-

Fig. 12, is a cross sectioriail view of the; Q0

main roof-section, taken on the line 12-12 of, Fig. 10 looking in the direction of the arrows. I

In the particular exemplification of our main portion of the car roof co n ri'se s'a suitable number of sections 15 ea composed of sheet metal preferably cutinthe- "forin vof n parnllelogram,;as'morje clearly shown in Figxlfl, The sheet efierhavinF 100 been out to the desired length nd widt has its lower edge turned-back upon. itself,

as indiceted in dotted lines at 16 m Fig. 10 e and in section in Fig) The bent end 16 is adapted to be" on the under sideof the roof-section when thesame has been-put into place, in order to form an interlocking V gong wighthe eeve flashings; 17, as shown'-.. 1n1.-.

Be ore the nain roof-section. 15- is put 1 10 into place, its side edges are first headedin the manner shown at 18, 18 see F' 3.10 and 12, after which the longitudina side edges of the section are bent over, as shown at 19 and20 in Figs. 10 and 1-2, so as it provide a formation, in cross-section, somewhat in the nature of the letter U. The edge 19 is bent over substantially parallel with the under side of the main roof-sec- -tion whiletlie edge 20 is bent over sub-.

stan iall parallel with the upper side of the section, thus permitting the flange or bent edge 19 of one section to interlock with the flange or bent edge 2-0 of an adj acent section, while the flange or bent edge 20 is adapted .to interlock with the flange orbent edge 19 of the main roof section' pieces of sheet metal bent so as to substantially constitute an anglebar. with one of the sides or legs, of the angle being bent back upon itself for a short distance, as shown at 21, in Fig. 8, while the other or upper leg is bent back upon itself substantially to the extent of its entire width, as shotvn at 2-2 in Fig. 8, so as to provide a formation, in cross-section substantially in the nature of a horizontally disposed U. The side or'leg having the bent portion 21 is adapted to lie flush against the eaves of the car-roof or ear-framing, as shown in Fig. 2, while the leg or side having the bent )ortion;22 is adapted to extend parallel with the roofsheathing and to interlock with or receive the bent lower edge 16 of the'main roofsections 15, and thereby hold the roof sections in place. I

'VVi h the main roof-sections formed as herein shown and described. the sections may be assembled by entering the bent edge 19 of one section between the bent edge 20 of an adjacent sect-ion at the end of the sections and sliding the sections into. pro or relation with each other. that is. by te esco ing the sections from end to end at their e gas, as more clearl disclosed in Fig. 4. The

. seam thus formed between adjacent sections permits of iding'movement when necessary, in order to allow the motto conform with the twisting or distorting movements of the car; the relation of the sections to one another. however. being such as to prevent any possibility of leakage at the seams.

The longitudinal center of the roof, after the sheathing has been put into place. is provided with a ridge-pole 23, see Figs. 1-'

ausea and held in place by nuts, as shown in Fig.

-.-2, on the lower expos'ed ends of the bolts,

namely within the car.

The ridge-polo '23 is preferably provided with curved longitudinal sides, as shown, adapted to receive the inner ends of the main roo -sections- 15; the ends of the roof-sections being slightly curved, as shown in Fig. 10, in order to conform to the sides of the ridge-pole 23.

After the various roof-sections 15 have been ]put into place, and before the runningboarc anchor-blocks 24 are put into place the upper surface 'of the ridge-pole-Qii and tie inner ends of the roof-sections 15 are covered with a ridgeeap 26, which is formed of a rectangular piece of sheet metal,-with the longitudinal edges preferably beaded, as shown at 27, see Fig. 7, The

sheet metal strip is then formed into the channel form, more clearly shown in Fig. 7, so as to conform in cross-sectiop somewhat to the general contour of the ridgepole 23.

By providing the longitudinal edge of the ridge-cap with the beaded formation shown in the drawings, Fig. 7, wea'r between the contacting portions of the metal sheets is thereby reduced to a minimum.

After the ridge-cap 26 has been put into place, the running-board anchor-blocks 24:

are bolted into place, thereby securely clamping the ridgc-cap 26 down onto the ridgepole 23.

The running-board anchor-blocks 24 are preferably made of wood and shaped on the under surface so as to conform somewhat to the upper surfaces of the ridge-cap and sloping angle of the main roof; that is. the under surface of the anchor-blocks 24 are provided with a channel of increasing width towardthe bottom of the block, as shown in Fig. 2. The ends or sides of the blocks are out under or notched to receive the longitudinal running-board sills 27, 27.

A suitable number of anchor-blocks 24 are employed and preferably alternated along the sills 27, 2'7, with the running-board supports 28.

The running-ward sills and runningboard 'su ports are of the usual construction employer on freight cars and therefore need no further or more specific description.

It is evident from the construction just described, that when the anchor-blocks 24 are secured in place by the anchor-bolts 25, they not only "afford a substantial foun- 'dation for the running-lumr-l. but they also securely clamp the various parts heretofore descrilnalin place and keep the ridgey offset so to conni: intermediate of the vertime to extend parallel W1 tlcal planes occupied. by the upper side edges of the sections, and thereby provide the shoulders or ofi se This pemnits the s dos of the running-board 2n roofseollions to extend beneath the ends of the ancl'ior-blocks land rinining-board sup ports 28;, W11 ich are made to slightly overlap the sills 27, hown in 2. thus allowing the loiver verl rally osed portions or ,5 flanges 31 of the ruin: rag-board roofsccth and lit up flush. figainst the sides of the sills 27,. v The ends'of the runningboard roof-sections 29 are made to extend somewhat be- 30 yond the Inain portion of the sections, in

order to provide an overla 'iping end 3% and .an engaging/or interlocking end 33. The end .33 is preferably given the form of a channel, lying below-the plane of the upper surface of the roof-section. 29, as more clearly shown in Fig. 9. so as to adapt it to extend beneath the running-board supports 28, as shown in Fig. 5. The channel end 33 is made slightly narrou'l-r than the width of w the running-Inland spoi -sections in order to enable the end 33 to lit beturon the board sills 27, 27.

The oppositocnd 32 oi the rnnningdioard v roof-section is adapted to overlap the oppo .site or channel -end. 33 of theadjacent section a sufficient distance so as to provide a. lap joint; andthis end of the roof-section, at a point slightly removed from the ll'l'1li'lU-- diate end, is provided with a channel-like formation or ridge 34-, whereby a corres ondingdepression or channrl is formed on the under shrfacc, adapted to fit over the topof the l-nnl'iing'board support, as dis- I closed in Fig. .5. The channel-like forl'na- 56 tion or ridge 3-!- is prci'rrably provided with l a series of holes 35, in order to permit this run ni ngend of the running-board roofscctions to be ports 28 Withoutdamaging the inc al the no roof-section.

The running-board roof-sections 29 are also provided with ridges 36 and 37, arranged at predetermined points. for the pm 088 .of reinforcing and stiffening the as -prooiaoctions; the ridge '37 also acting as a nailed or screwed to the running-boa one, running-board support 28'to the hown at 30 in Fig. 9.

of the main roof-section 15, and at the 15 are laid.

roof are stop for the overlapping end 32 of the adj aeent running board roof section which forms a lap-seam, as disclosed in llig. 5.

The running-board roof-sections 29 are preferably of such length as to extend fi'om ot ier, and thus overlap the interveningrunningbo'ard anchor-blocks 2-1; and the ridges 36 are formed at, a pointwhe're the roof-sections overlap the anchor-blocks 24. so that the ridges '36, or rather the indentation on the under surface resulting therefrom, will provide clearance for the heads of the. rumnngboard anchor-bolts as shown in Fig. 5.

At the ends of the runnuigboard, we prefer to provide the rumnng-board end flash;

ings 38. shown in detail'in Fig. (3, and the location thereof disclosed at the left-hand of Fig. 1. These end flashings 38am formed of rectangular pieces of metal bent into the right angular formation disclosed meferably SO'aS to provide logs or portions of unequal length. The lower side or portion of the flashings is secured against the end of the car with the short portion or leg extending between the running-board sills 27, 27, so as to enable this portion to be secured under the ends of .the vrunnhug-board an d. thereby prevent the entrance. of rain and the like at this point. and therefore prevent the elements entering at the ends of the ridge-pole and ridge-cap.

In order to more securely hold the main roof-sections 15 in place. and especially while the sections are being laid, we prefer to employ the scction-holding clips 39, shown in delai] in Fig. 11.. The clips 39 are preferably formed oi strips of sheet metal having one rnd bcnt back upon itself, as shown at 4-0. while the opposite end 41 is slightly oli'sct so as to permit it to lie flush with the sheathing-oi the roof. while the main or bodyportion is adapted to overlap the interlocked edges or seams oi the root sections, as shown in Figs. 1. and 3; the under-bent end -l() oi the clips 39 being a aptcd. to extend about the bent edge 20 same time permit of the insertion of the bent edge 19 of the adjacentrooiseotion 15, to form the interlocking scam shown in Fig. 3. The clips 3-) are applied as the main lOOf-SOCl'lOIIS being interlocked with the edge of the section last laid, as just described. while the end 41 is nailed to the sheathing and finally covered entirely by the next main roof-section 15. Any suitable number of clips 39 may be employed, and, if desired, a clip employed for each interlocking seani of the roof-sections; the clips being preferably applied at a point intermediate of the ends of the roof-sections, towit substantially at a central point, as shown in Fig. 1.

Our improved car-roof and rnnningboa rd applied 1n the following manner.

19 pole; these sections being so applied as to leave a suflicient overhanging'portion which may be bent downward over the endof the roof so as to completely cover the sheathing at the ends of the car. After the first sec- 5 tions have been put into place, a holding clip 39 is then applied to hold down the middle portion of the first section, when the next section is put into place by sliding the sections with their interlocked edges, as previously describedfnamely with the downwardly bent edge 19 of one roof-section overlapping and interlocking with the upwardly bent edge 20 of the first laid section. When the opposite end of the car-roof has been reached and the last roof-section is found to be too wide, it may be cut down to suit the width or space remaining to be covered; a suitable portion of the section, however, being left to extend beyond the roof so as to permit this extended portion to be bent downwardly over the end of the sheathing, where it is secured in place in any suitable manner.

We prefer in applying the roof-sections to have them set at an angle as shown in Fig. 1, namely seas not to have them run absolutely square with the car or at right angles to the car sides, but rather at an inclination, in order that the slope of the roof will cause the water to flow away from the open side of the seams. In applying the roof in the manner just described, moisture will be prevented from collectingin the inclosed portions of the seams and thus prevent rusting and corrosion in these places.

By providing the various roof-section s and contacting metal portions with beaded or rounded edges, as hereinbefore described,-

undue wear, which would otherwise-result from the contact of sharp edges, is prevented. i

After the main roof-sections are all in I place, their upper or free ends are made to conform to the side of the ridge-pole 23,

after which the ridge-cap 26 is put into place,

and the framework of the running-board, to wit the longitudinal sills 27,27, supports 28' and anchor-blocks or saddles 24 put into position and firmly secured by means of the anchor-bolts 25, which extend through the anchor-blocks or saddles 24; the supports 28 being secured to the sills 27, 27. The running-board roof-sections 29. are then applied in the manner previously described (so by sliding them in place from the end of the running-board framework. The running-board roof-sections 29 having been placed into position and made to,.overlap' each other, as hereinbefore described, the running-boards 42 are then secured in place by nails or screws-preferably placed so as to take through the holes 35 of the runningboard roof-sections 29 and into the runningboard supports 28. The running-board having thus been completed, the end-flashings 38 are then secured in place by nailing the same to the ends of the car and also to the underside of the running-board framework. The ,main roof-sections, at the eaveends thereof, are then preferably provided with 30 the clips 43 made of suitable metal and provided with an angular portion adapted to overlap the roof-sections, and preferably atthe seams thereof, while the other portion is arranged to be secured to the car-framing 5 in anysuitable manner as, for example, by the bolts 44, see Fig. 2; the upper or roofengaging portion of the clips being preferably made wider and with a channeled portion'adapted to receive the increased thick- 90. ness caused by the seams of the roof-sections,

as shown in Fig. 1. The clips 43 assist the eave-flashings in holding the end of the roof-sections in place.

We have shownand described what we believe to be the simplest and best form of our invention, but it will be understood that vthe same may be altered in certain details to conform with various car constructions 7 and as practice may di'ctate,.without, howwe ever, departing from the spiritof our invention; and we do not wish to'be understood, therefore, as limiting ourselves to the exact constructions shown and described.

lVhat we claim is 1. In combination with a sectional sheet metal car roof, a ridge-pole cap comprising a continuous sheet metal channel, the longitudinal sides whereof are prevented downwardly, with the longitudinal edges bent back upon the under side so as to extend substantially parallel and in intimate rela-- tion with the inner ends of the roof-sections.

2. In a railway car roof, running-board roof-sections composed of rectangular sheets of metal having their longitudinal sides bent downwardly so as to lie flush against the sides'of the running-board sills, one end of-each roof-section being off-set so as to extend into a plane beneath that of the upper surface of the section while the other end-of the section is extended so as to overlap the offset end of the adjacent roof-see tion.

3. A railway car-roof comprising a ridge pole'arrangedalong the longitudinal center line. of the roof above the sheathing, roof sections arranged obliquely to the ridgepole with their inner ends overlapping the sides of said pole while the opposite ends 15mm I 2g,

' with the hiwtolilterlidmd 0! th s m: llsheetrmem a ,7 lb metd over the tid lmpliltflur P Ego-dad. 35 with hwmmrdly skim. t edg s 'nwirdl Bonito do Y pbed t0 mum I316 5 an 105 mm memhum and to mvid u. flangud. adaptad. fr: he flugg'l. the-11mg; any of web 'rmf-lee'uon m lammoc'l ln M about. mid membrane intiar m adiu'tn bf Hm sills, wbiln the other and oi" the adjacent moi-Beatlem- 6.1:! a railway cnl' rnnfl. running-baud mar-8mm uampoaed of mctmngular aha-ta :11 metal. the imgt'bndiml aides oi mix shut as hing; bent dg'wnwnldl and mint :0 as to members 'ilruic-l'lmdiatla (if the 16115 Win:

mam downwardly rm 7 runhiuphngs. 5;

bow" in .m an my! pro-vidd with. it!

I arm and, aim:

m mu mug t'lsuvtlien m: 0! the m is extended so as to overlap the ofiset end of the adjacent roof-sectiomsaid roof-sections being provided with transversely disposed reinforcin" ribs or ridges, and endflushings or mem ers adapted to be secured to the car-ends or framing and to the under side ofthe running-boards.

10. A railway car roof provided with running-board sills, members extending transversely of the sills to secure the same in place and to provide support for the running-boards, running-board roof-seetions composed of rectangular sheets having their sides bent downwardly so as to provide longitudinally disposed channels adapted to receive the ends of said members and to provide flanged portions adapted to lie flush a ainst the sides of the sills, one end of each roof-section being offset so as to extend in a plane beneath that of the upper surface of the section and formed to fit about said members and intermediate of the sills, while the other end of the section is extended so as to overlap the offset end of the adjacent root-section, each section at a point in proximity to the last mentioned end, being provided on its under side with a transversely disposed. channel adapted to receive the upper surface of oneof said members, and means whereby said last mentioned end of each section is Socured to said members.

11. In a railway ear roof, running-board roof-sections composed of sheets of metal having their longitudinal sides bent downwardly and offset so as to have the free edges extend in planes intermediate of the vertical planes of the sides of the main portion so as to provide'ehu-nnels rectangular adapted to receive the ends of the runningboard' supports while the free edges are adapted to lie flush against the sides of th. running-board sills.

12. In a railway ear roof, a running-. board roof com osed of sheet metal havin the longitndina sides bent downwardly an channels at points coincident with the runping-board supports.

.13.. In a railway car roof, :1 runningboard' roof (annposed of sheet metal having the longitudinal sides bent downwardly and offset so as 1'0 have the free ed es extend in vertical planes intermediate 0 the vertical planes of the sides of the main portion so as to provide channels adapted to receive the ends of the running-hoard supports, while the free edges are adapted to lie flush against the sidesot the running-board sills, the main portion being provided on its un-- dcr side with transversely disposed channels at points coincident with the runningboard supports and with transversely disposed reinforcing ribs or ridges.

WILLIAM L. HAVENS. CHARLES N. SWANSON.

\Vitnesses M. M. MEET-IAN, S'I'EPTIEN Jas. CLARKE. 

